Department of Civil Engineering: Highway Engineering I (Ceng 3102)

DEPARTMENT OF CIVIL ENGINEERING
HIGHWAY ENGINEERING I (CENG 3102)

CHAPTER 6: INTRODUCTION TO INTERSECTION, ROAD TERMINAL
AND INTERCHANGES
At the end of this chapter,

6.1 AT-GRADE INTERSECTIONS students will be able to
6.2 ROAD TERMINAL AND PARKING FACILITY  Identify the different types of
6.3 INTERCHANGE intersections and interchanges
 Explain the design controls and
criteria in geometric design of
junction facilities
By Haile G. May 2022

Introduction
2
Intersections
 A highway intersection is required to control conflicting and merging
streams of traffic so that delay is minimized.
 This is achieved through choice of geometric parameters that control and
regulate the vehicle paths through the intersection.
 Road Intersection (junction) is where two or more roads meet and or are
the points of potential vehicle conflict.
 They are critical element of a road section.
 They are normally a major bottleneck to smooth flow of traffic and a
major accident spot. The general principles of design in both rural and
urban areas are the same.
 The dangers to pedestrians and riders of two-wheeled vehicles are also
great at intersections.
 It serves conflicting traffic when competing for the same space at the
same time when going ahead or changing directions.
Introduction
3
Characteristics of intersections
 More complicated area for drivers
 Main function is to provide for change of

direction
 Source of congestion in urban areas
 Concern for safety (fender benders in urban,

fatals in rural)
Introduction
4
Intersections
 Intersections are generally classified into three general categories:
 At-grade junctions,
 Grade-separated without ramps, and
 Grade-separated with ramps (commonly known as interchanges/freeway interchange)
 Grade separation is a form of intersection in which one or more conflicting movements
of intersecting highways are segregated in space.
 An interchange is a grade separation with connecting roadways which allow route
transfer between the intersecting highways.
 An interchange is therefore, the highest form of intersection design.
 The type of interchange, the shape and pattern of the interchange ramps for the various
turning movements, and their design are governed by several factors such as the
importance of the intersecting highways, the number of intersecting legs, the design
volumes of through and turning traffic movements including their composition, the design
speeds, available right of way and topography.
 Interchanges, therefore, are necessarily designed individually in light of the above
considerations.
Introduction
5
Intersections
 At-grade intersections do not provide for the flow of
traffic at different levels, and therefore there exist
conflicts between intersecting streams of traffic.
 Grade-separated intersections usually consist of
structures that provide for traffic to cross at different
levels (vertical distances) without interruption.
 The potential for accidents at grade separated
intersections is reduced because many potential conflicts
between intersecting streams of traffic are eliminated.
Introduction
6
Intersections
Key Terminologies
 Channelization
 A system of controlling traffic by the introduction of medians
and/or islands to direct traffic into a predetermined path,
usually at an intersection or junction.
 Channelized Intersection vs Unchannelized Intersection
 An intersection provided with medians and/or islands for

defining the trafficable area and to control specific movement.
If no, it is unchannelized intersection.
Introduction
7
Intersections
Key Terminologies
 Furniture
 At an intersection, this is the equipment, such as sign posts, median
kerbs, lighting poles, signal posts and controller, pedestrian control
fencing etc., which is installed to make the intersection work more
effectively.
 Signalised Intersection vs Unsignalised Intersection
 An intersection provided with signal lights for efficient operation of
traffic. movement. If no signal installed, it is unsignalised intersection.
 Grade Separation
 Grade separated structures is the term used for two roads crossing
at different levels by means of an overpass/underpass with no
connection between them.
Types of Road Intersections
8
Type of intersections and Choice

From a design aspect, intersections can also be divided according to whether they are
A. At-Grade intersections
1. Standard at-grade intersection
I. Uncontrolled,
II. Priority (“GIVE WAY” or “STOP” ),
III. Time-sharing (traffic signal controlled),
2. Round about at-grade intersection
IV. Space sharing (round about),
 At-Grade intersection types based on geometric:
 Simple T-junctions,  Scissor
 Staggered T-junctions or  Staggered and Skewed
 Crossroads  Multiway
9
Type of intersections and Choice

From a design aspect, intersections can also be
divided according to whether they are
B. Grade separated (interchanges)
 Underpass
 Overpass
 Trumpet Interchange
 Diamond Interchange
 Cloverleaf interchange
 Partial cloverleaf interchange
 Directional interchange
10
Effect of junction type on road safety

 The choice of a junction design depends upon several factors,
whose relative importance varies between cases and should be
assessed. The most important ones are:
 Traffic safety
 Road type and function  Available room
 Number of concurring legs  Adjacent land use
 Traffic volume and type  Service to neighboring
population
 Design and operating speed  Network considerations
 Priority setting (design consistency)
 Terrain  Environmental concerns
 Cost
Types of At-grade Road Intersections
Design parameters of intersections

Design Vehicle
 The largest type of motor vehicle that is normally expected to be
accommodated through the intersection.
 At intersections, the most important attribute of design vehicles is

their turning radius, which in turn influences the pavement corner
radius and therefore the size of the intersection.
 Lane width, another feature related to the design vehicle, has some
impact on intersection design .
 The design vehicle appropriate for most types of transit service is

the “City-Bus” as defined by AASHTO.
12
13
Types of at Grade Intersections
 Differing junction types will be

appropriate under different
circumstances depending on traffic flows,
speeds, and site limitations.
 Types of junctions are:

I. Three-legged: T and Y-Junctions
II. Four-legged: Cross-Junctions
III. Multi-legged (>4) Junctions
IV. Roundabouts.
14
Types of at Grade Intersections

The intersection treatments may be:
 Plain
 Flared
 Channelised (including roundabouts)
 Unsignalised or signalized
 A plain intersection: is where the intersection has no special treatment.
 A flared intersection: is where one or more of the intersecting roads is
widened to provide space for additional width at the intersection.
 A channelised intersection: is where traffic islands are used to guide or
channel traffic into clearly defined paths to produce more orderly and safer
operation. A roundabout is a particular form of channelised intersection.
 All types of intersections may be unsignalised or signalised (including
roundabouts).
15
Design Requirements (Controls and Criteria)

I. Road Network Considerations:
Traffic volume, Operational capacity and efficiency
 Intersections are a fundamental part of a road hierarchy.
 They are the nodes of the system, and
 They determine how effectively the network operates.
 They govern how effectively each road can perform its allocated
function in the hierarchy.
 Intersections generally determine the capacity of the
network.
 Intersecting legs(approach roads) traffic volume, movement
maneuvers (through, Light turn, U-turns and Right turns),
safety record, pedestrian volume, and others design
parameters data need to considered.
16

Selection of Junction Type
 The choice of a junction type requires knowledge of traffic
demand, intersection performance and accident prediction.
 It is often difficult to determine the best intersection type for any
particular situation, taking into account capacity, delay, safety
and physical layout factors. Several alternatives may be
possible at a junction.
 A guide for the selection of junction type based on different
combinations of traffic flows is shown in Figure 7-1(see next
slide).
 For lower volume junctions, the applicable junction type
depending on traffic flow is shown in further detail in Figure 7-2
(see next page).
17

Traffic flow considerations
Figure 7-1: Junction Selection Based on Traffic Flows(2013) Figure 7-2: T-Junction Selection for Various Major and Minor
Road Traffic Flows (2013)
18
I. Road Network Considerations: …

Selection of Junction Type…
 The basic advantages and disadvantages of different junction types,
including grade separation, are as follows(ERA,2013):
 Priority (T-Junction, Cross-Junction):
 For low flows. These can cause long delays.
 They require sufficient stopping sight distance. Delays can be improved by signal
installation.
 Roundabouts:
 These are best for low to medium flows.
 They provide for minimum delays at lower flows. They have been shown to be
safer than priority junctions. They require attention to pedestrian movements and
the accommodation of slow-moving traffic.
 Grade-Separation:
 This is only for high flows because they are expensive but they result in minimum
delays. Pedestrian movements also need special consideration.
19
II. Safety Considerations

 Intersections involve traffic conflicts. Where there are conflicts there is risk
of accidents.
 Obviously, denying movements, or even closure of the intersection, will
improve safety at that site.
 Such actions may be at the expense of other factors (such as local access).
 The objective is to obtain the appropriate balance between risk and the
other network performance parameters that apply.
 Safety appears to be a function of exposure, speed, the number of
conflict points, sight distance, and other factors which are site specific. A
high percentage of accidents involve some degree of error by drivers
and/or pedestrians.
 The number and severity of accidents may be reduced and the
consequences of those accidents that do occur may be reduced by the
application of the following safety principles: By Exposure Control,
Crash prevention, behavior modification (awareness), injury control and
injury management.
20
II. Safety Considerations…

 Conflict Diagram: shows conflicting movements (points)
Types of conflicts :
Crossing Diverging Merging
♠ Crossing=16 points
♠ Diverging=4 points
♠ Merging= 4 points
Figure: Min. number of Conﬂict points at a T

junction
♠ Each types have 3 points

Figure: Min. number of Conﬂict points at a Crossroads
21

Possible solutions to improve safety at intersections
 Points of conflict can be separated/reduced by
the addition of deceleration lanes, realignment
of the intersection, etc. (See Figure)
 Reducing and Separating the Points of
Conflict (exposure control, injury control)
 Keeping It Simple (exposure control, crash
prevention)
 Minimizing the Area of Conflict (exposure
control, crash prevention)
 Controlling Speed (exposure control, crash
prevention,
22

 Possible solutions to improve safety at intersections
Figure: Number of conflict points at junctions and

roundabouts Figure :- Realignment to Reduce Relative
Speed at a Y Junction(AACRA,2004)
23

Sight Distances and Visibility (Approach/Intersection Sight distance)
 On a basic cross-road intersection these manoeuvres are left turns and right
turns from both the minor road and the major road and crossing
manoeuvres across the junction.
 The important factors are the time required to carry out the manoeuvre and
the time available to do so based on the sight distance and the speed of
traffic. The time required to carry out the manoeuvre depends upon
(ERA,2013):
i. Whether the vehicle is in motion and at what speed when it reaches the
junction (yield control ) or begins from a stopped position (stop control);
ii. The type and power of the vehicle;
iii. The length of the vehicle;
iv. The distance the vehicle needs to travel (number of lanes plus median, if
present);
v. The gradient of the road which the vehicle has to negotiate;
vi. The perception and reaction time of the driver;
24

Sight Distances and Visibility
Figure : Visibility Splay for Yield Conditions

Table: Minimum Sight Distances for ‘Yield’ Conditions(ERA,2013)
25
Figure : Visibility Splay for Stop Conditions
Table : Minimum Sight Distances for ‘Stop’ Conditions(ERA,2013)

26

Horizontal and Vertical Alignment of Approach
 As a general guide, horizontal curve radii at
intersections should not be less than the desirable
radius for the design speed on the approach roads.
 For high-speed roads with design speeds in excess
of 80 km/h, approach gradients should not be
greater than -3 percent.
 For low-speed roads in an urban environment this
can be increased to -6 per cent.
27
III. Intersection Layout and Form of Control

 At grade intersection layout options may be
 Three-leg (Y junction or T junction)
 Four-leg
 Multi-leg
 Two adjacent opposite hand T junctions are referred to as “staggered T" junctions.
 They may be left-right ( ) or right-left ( ).
 The intersection treatments may be:

 Plain
 Flared
 Channelized (Including Roundabouts)
 Unsignalized Or Signalized
 The layout of intersections in urban areas will be highly dependent on the pattern
of the road system, the volumes and directions of the traffic using the intersection,
and the constraints of the site and surrounding development.
 Options must be developed for the conditions prevailing at the particular site.
28

 A channelised intersection is one where conflicting vehicle travel
paths are separated by raised, depressed, or painted medians
and/or islands.
 Additional turning lanes are often used in conjunction with
channelisation.
Channelisation
 At-grade intersections with large paved areas, such as those
 With large corner radii or with angles of skew differing greatly from 90°,
 Permit unpredictable vehicle movements,
 Require long pedestrian crossings and
 Have unused pavement areas.
 Even at a simple intersection there may be large areas on which vehicles can
wander from natural or expected paths. Under these circumstances it is usual to
resort to channelisation.
29

Purpose of Channelisation
 The purpose of channelisation is to manage the conflicts that are inherent in any
intersection. There are eight principles of channelisation:
1. Undesirable or wrong-way movements should be discouraged or prohibited;
2. Vehicle paths should be clearly defined;
3. The design should encourage safe vehicle speeds;
4. Points of conflict should be separated whenever possible;
5. Traffic streams should cross at close to right angles and merge at flat angles;
6. High priority flows should have the greater degree of freedom;
7. Decelerating, slow-moving or stopped vehicles should be separated from higher
speed through lanes; and
8. Refuge for pedestrians and the handicapped should be provided where appropriate.
30

Choice of the form of control is from the following list:
 Traffic regulations, which can be augmented by signs to clarify priority
 Using signs and pavement markings such as give way, stop, u-turn permitted, zebra
crossing etc. To over-ride regulations (this may be required to give priority to the major
vehicular movement or pedestrians)
 Traffic signals
 Roundabouts (which are a specialised form of channelised intersection having their own
set of regulations)
 Control by traffic regulations or signs are generally adequate for low volume
intersections.
 Four way junctions are normally signalized or controlled by roundabouts. Where traffic
volumes do not require control to achieve adequate capacity, control by signage may
be adequate. It is desirable that stop or give way signs on the minor road be mounted
both on the border and on a median to ensure visibility and improved compliance. Low
volume cross roads should be converted to T junctions if this is feasible. In new
developments, uncontrolled cross roads should be avoided.
 High volume intersections, particularly four way junctions, will operate with greater
capacity, lower delays and greater safety if they are controlled by either a roundabout
or a traffic signal. Software such as SIDRA may be used to compare capacity and
31
III.Intersection Layout and Form of Control

 T-Junction
32

 Four Way junction
Source: AACRA(2004) manual

33

Intersection Details
 Channelization
 Painted medians Vs Raised
medians
 Raised Islands Vs Painted
Islands: (Geometry,
dimensions,…)
 Auxiliary lanes at
intersection
 Left turn and right turn
lanes
34

 Roundabouts
 A roundabout is a channelised intersection

at which all traffic moves anticlockwise
around a central traffic island.
 Roundabouts perform better at the
intersection of roads with roughly similar
traffic flows and a high proportion of
right turning traffic.
 Roundabouts can improve safety by
simplifying conflicts, reducing vehicle
speeds and providing a clearer indication
of the driver's right of way compared to
other forms of channelisation.
35
36
Levels of intersection control

Passive control
 No control
 Traffic signs
 Traffic signs plus marking .
Semi control
 Channelization
 Traffic rotaries
Active control
 Traffic signals
 Grade separated intersections

37
Design Procedure
The design procedure is based on the following basic factors:
 Understanding the role of each leg of the intersection in the road
hierarchy
 Estimating the likely volumes of traffic (cars, taxis, single unit
trucks, buses, semi-trailers, bicycles and pedestrians)
 Analysing the crash history if an existing intersection is included in
the road project
 Identifying and including all users of an intersection in the design
considerations (e.g. Pedestrian crossings, public transport priority)
 Selecting a design vehicle for each movement, and using the
turning templates for this vehicle at the speed which is
appropriate for the movement
38
Design Procedure….
The design procedure is based on the following basic factors:
 Using a check vehicle (an over-dimensional vehicle or other large vehicle
that uses the intersection occasionally) to ensure that the vehicle can
traverse the intersection without damaging the roadside furniture or other
installations
 Developing the geometry of the intersection to orientate vehicles so that
visibility is enhanced and relative speeds are reduced
 Using gap acceptance and sight distance criteria for cars as the principal
design factors
 Checking gap acceptance and sight distance criteria for trucks as
supplementary design factors
 Taking into account safety, delay, site suitability, funding and economic
criteria in selecting the intersection layout and form of control
Road Terminal and Parking Facility
39
Types of Parking
 Parking facilities may be divided into
 On-street Parking or Kerb Parking

 Off-street Parking
On-street Parking Or Kerb Parking
 Vehicles are parked on Kerbs
 Common methods of on-street parking are
 Parallel Parking
 30̊ angle parking
 Right angle parking
Parallel Parking
40
Perpendicular Parking
41
60 Angle Parking
45 Angle Parking
43
45 Angle Parking
44
45
On-street parking or kerb parking

Parallel Parking
 Consumes maximum Kerb length.
 Width requirement is less.
 So preferably used in narrow streets.
 Parking & Unparking operations are difficult.
Right Angle Parking
 Consumes Minimum kerb length is consumed.
 Accommodates max. number of vehicles.
46
On-Street parking or kerb parking

As parking angle increases ,
 Length of streets required reduces.
 Width of streets required increases.
 Angle parking is more convenient than parallel parking. Delay
to traffic is minimum.
 Results in more accidents than parallel parking.
GRADE-SEPARATED JUNCTIONS AND INTERCHANGES
47
Grade Separation
 The separation of two roadways vertically where they intersect so
that crossing movements are effected at different levels.
Interchange
 An interchange is the term used when two roads cross at different
levels by means of an overpass with movement between the
roads provided for by means of connecting ramps.
 It is simply, a grade separation of two or more roads with one or
more interconnecting roadways.

 Where only some of the potential movements are provided, the
term partial interchange is used.

48
Key Terminologies
Underpass
 A grade separation where the subject carriageway passes under
an intersecting carriageway or railway.
Overpass
 A grade separation where the subject carriageway passes over an
intersecting carriageway railway.
Ramp
 Any turning roadway at an interchange.
Loop
 A ramp where traffic changes direction by 90° by means of a 270° turn.
49
Choice of Scheme
 In deciding on the location of a grade-separated junction(with
or without ramp), the following factors should be taken into
account(ERA,2013):
i. Predicted traffic volumes.
ii. Cost of junction.
iii. Congestion control.
iv. Trip length (travel distance).
v. Size of urban areas.
50
 Grade-Separated Junction Structures
Typical Grade Separation Structures with Closed Typical Grade Separation Structure with Open-End Span
Abutments (AASHTO,2013) (AASHTO,2013)
BY Mubarek Z.
Multilevel Grade Separation Structures(AASHTO,2013)

51
 Grade-separated Junction Structures
 Longitudinal Distance(D) to Attain Grade Separation
Figure: Flat Terrain, Distance Needed to

Achieve Grade Separation (AASHTO,2013)
52
 Grade-separated Junction Structures

 The circumstances in which the use of a grade separated
junction is warranted are usually as follows (ERA,2013):
I. An at-grade junction has insufficient capacity.
II. The junction is justified economically from the savings in
traffic delays and accident costs.
III. Grade separation is cheaper on account of topography
or on the grounds that expensive land appropriation
can be avoided by its construction.
IV. For operational reasons.
V. Where roads cross freeways/motorways/railways.
53
Interchanges (Grade-separated structures with ramps/loops)

 There are several basic interchange configurations to
accommodate turning movements at a grade separation.

 The type of configuration used at a particular site is determined
by the number of intersection legs, expected volumes of through

and turning movements, type of truck traffic, topography, culture,
design controls, and proper signing.
Figure: Three-Leg Interchanges with Single Structures(AASHTO,2013)

54
Different types of interchange type

55
56
Advantages of grade separation

 Maximum facility given to the crossing traffic.
 There is increased safety for turning traffic and by indirect interchange ramp
right turn movement is made safe.
 Overall increase in comfort and convenience to motorists and saving travel time
 and vehicle operation cost.
 Capacity of grade operated intersection can pratical ly approach that of two
cross roads.
 Grade separation is an essential part of controlled access highway like
expressway and freeway.
 It is possible to adopt grade separation for all likely angles and layout of
 intersecting roads.
 Stage construction of additional ramp are possible after grade separation
structure b/n main roads are constructed.
57
Disadvantages of grade separation

 It is costly to provide complete grade separation and
interchange facilities.
 Where there is limited right of way like build up or urban
areas or where
 Topography is not favorable, construction of grade separation
is costly, difficult and undesirable.
 In flat terrain , grade separation may introduce undesirable
crests and sags in the vertical alignment.
58
Over-pass
 Major highway is taken above by rising its profile above the general
ground level by embankment and an overbridge across another highway
Advantage
 Drainage problem may be reduced
 Cost of bridge structure is less.
 Future expansion or lateral expansion or
construction of separate bridge
structure is possible.
Disadvantages
 In rolling terrain ,vertical profile will also have rolling grade line.
 By constructing high embankment and by providing steep gradient will
result in increased grade resistance
 Restriction to sight distance
59
Under pass
 If the highway is taken by depressing it below the ground level to cross another road
by means of an under-bridge ,it is known as under-pass.
 An underpass or a tunnel is an underground passageway, completely enclosed expect
for openings for ingress and egress, commonly at each end.
 A tunnel maybe for foot or vehicular road traffic, for rail traffic
Advantages
 There is a warning to traffic in advance due to the presence of under pass
 When the major highway is taken below , it is advantageous to the turning traffic.
 It may be of advantage when main highway is taken along the existing grade
Disadvantage
 Drainage problem
 The over head structure may resist the vertical sight
 No possibility of stage construction for bridge structure
 If the highway is taken by depressing it below the ground
level to cross another road by means of an under-bridge
,it is known as under-pass.
60
Trumpet interchanges
 Trumpet interchanges have been used where one
highway terminates at another highway.
 These involve at least one loop ramp connecting traffic

either entering or leaving the terminating expressway
with the far lanes of the continuous highway.
 The principal advantages are low construction cost and

are useful for highways as well as toll roads.
61
62
Diamond interchange
 A diamond interchange is a common type of road
junction, used where a freeway crosses a minor road.
 The diamond interchange uses less space than most

types of freeway interchange, and avoids
the interweaving traffic flows that occur in interchanges
such as the cloverleaf.
 Diamond interchanges are most effective in areas

where traffic is light.
63
64
Cloverleaf interchange
 A cloverleaf interchange is a two-level interchange
in which left turns are handles by ramp roads.
Partial cloverleaf interchange

 Partial clover leaf is a modification that combines some
elements of a diamond interchange with one or more loops of
a cloverleaf to eliminate only the more critical turning
conflicts.
 It provides more acceleration and deceleration space on the

freeway.
66
Directional interchange
 A Directional interchange provides direct paths for left turns.
 These interchanges contain ramps for one or more direct or

semi direct left turning movements.
 Interchanges of two freeways or interchanges with one or more

very heavy turning movements usually warrant direct ramps,
which have higher speeds of operation and higher capacities,
compared to loop ramps.
68
69
Interchanges …
Fig. Trumpet Freeway-to-
Freeway Interchange
Fig. Typical Four-Leg Diamond Interchange
Fig.: Freeway with a Three-Level Diamond Interchange

Fig.:Four-Leg Interchange, Cloverleaf with Collector-Distributor Roads
70
Reflection Questions
1. What factors need to be considered in the selection of at-grade
junction types?
2. What design control and criteria to be checked during
geometric layout design of a given junction facility?
3. What are the traffic control devices usually used at junction
locations? Mention some of them with their roles
The End.
Thank You

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DEPARTMENT OF CIVIL ENGINEERING

HIGHWAY ENGINEERING I (CENG 3102)

At the end of this chapter,

By Haile G. May 2022

 Main function is to provide for change of

 Concern for safety (fender benders in urban,

 Channelized Intersection vs Unchannelized Intersection

 An intersection provided with medians and/or islands for

Type of intersections and Choice

Type of intersections and Choice

Effect of junction type on road safety

Design parameters of intersections

 At intersections, the most important attribute of design vehicles is

 The design vehicle appropriate for most types of transit service is

Types of at Grade Intersections

 Differing junction types will be

 Types of junctions are:

Types of at Grade Intersections

Design Requirements (Controls and Criteria)

I. Road Network Considerations:

I. Road Network Considerations:

I. Road Network Considerations: …

II. Safety Considerations

II. Safety Considerations…

Crossing Diverging Merging

Figure: Min. number of Conﬂict points at a T

♠ Each types have 3 points

II. Safety Considerations…

II. Safety Considerations…

Figure: Number of conflict points at junctions and

II. Safety Considerations…

II. Safety Considerations…

Figure : Visibility Splay for Yield Conditions

II. Safety Considerations…

Figure : Visibility Splay for Stop Conditions

Table : Minimum Sight Distances for ‘Stop’ Conditions(ERA,2013)

II. Safety Considerations…

III. Intersection Layout and Form of Control

 The intersection treatments may be:

III. Intersection Layout and Form of Control

III. Intersection Layout and Form of Control

III. Intersection Layout and Form of Control

III.Intersection Layout and Form of Control

III. Intersection Layout and Form of Control

Source: AACRA(2004) manual

III. Intersection Layout and Form of Control

III. Intersection Layout and Form of Control

 A roundabout is a channelised intersection

Levels of intersection control

 Traffic signs plus marking .

 Grade separated intersections

 On-street Parking or Kerb Parking

On-street parking or kerb parking

On-Street parking or kerb parking

more interconnecting roadways.

term partial interchange is used.

 Grade-Separated Junction Structures

Multilevel Grade Separation Structures(AASHTO,2013)

 Grade-separated Junction Structures

 Longitudinal Distance(D) to Attain Grade Separation

Figure: Flat Terrain, Distance Needed to

 Grade-separated Junction Structures